New RAM HD 1000 lb-ft

ShinerBock wrote:
Because you keep saying that power levels are what they are due to reliability and that is not true. They are detuned to meet emissions just like gas engines were in the 70s and 80s.

For the hundredth time, because passing emissions is a GIVEN. You don't sell cars without doing so first.

GM discontinued the LS7 because they couldn't meet C7 Z06 performance targets. Obviously if they cheated on emissions they could, but that's a GIVEN.

Because they can't reach those power levels AND meet emissions as I said before. Each use for the engine has different emissions requirements which is why the on road version of the 6.7L does not go above 385 hp yet the marine version of the 6.7L makes 550 hp with the same rods, crank, block, etc aside from things such as turbo and other devices the onroad version has to use to meet emissions. Sea water is also used to cool intake air which greatly increases power. The marine version still has to meet emissions, but they are different emissions that are not as strict as what on road and other uses.

Cummins 6.7L for Boats and Trucks - Compare and Contrast

If you want to talk marine specs, I can go on all day. Cummins is very specific about how long each power level should be used for, and at what vessel weight, and how to prop for each weight.

Point? All about longevity at a given duty cycle.

And before you say it again, yes, meeting emissions is a GIVEN.

Here is the video at 3:43

Why are the 4500 and 5500 rated for less horsepower and torque?

The important part? Passing emissions as a result of LOADING. In other words, duty cycle (how much and how long an engine is loaded for).

It is not because chassis trucks, or class 8 trucks have tighter emissions. But rather, because of their higher loading, it's tougher to meet the SAME emissions.

So guess what happens if you met chassis cab emissions while making 385 hp? Surprise - the engine won't meet longevity targets!

Because duty cycle, GVWR, displacement, and how the vehicle will be used plays into what emissions tier and bin the engine has to pass.

This link will explain further (LINK)

Now I know you didn't even read what the PDF said.

Every power rating is based on the assumption of passing emissions, the ONLY difference is loading conditions (aka duty cycle).

There's no difference in "emissions tier" in Cat's duty cycle ratings, that's a constant factor.

Going back on your first few posts, you did not mention emissions or say it was a "given" until I explained it. Without the emissions requirements, the engines can make way more power. Again, similar to back in the day where you could have gotten a lot of power out of the old 70s and 80s cars by removing emissions devices and limits.

I also didn't mention the truck has to pass modern crash tests, have air bags, or ABS/traction control. Because they're also a GIVEN. You don't sell a vehicle without it.

Audi's SQ5 also had revised heads, pistons, and turbos, just to squeeze out 20 hp over a standard Q5. Oh, did I mention they have to do so while meeting emissions?

No, because it's a GIVEN.

The old crank and rods can easily hand 800+hp. That is proven. The heads and turbo(which is the same for the most part) was probably adjusted for more air to allow for higher power numbers while staying with emissions. You also have future power numbers. Cummins will no doubt increase power levels to keep up with competition just like they did from 2007.5 to 2018. All they did was adjust tuning and add emissions devices that allowed them to go from 350hp/610lb-ft to 385hp/930lb-ft. They didn't change a thing to the engine itself.

It's proven to handle 800+ hp in tuner applications, low duty cycle and low longevity applications. My point since the beginning.

It's NOT proven to withstand 800hp in line haul duty cycle. And before you say it again - yes, while meeting emissions...